Railway draft rigging



Apr. 3, 1923 C. E. DATH RAILWAY DRAFT RIGGING Filed sept. la, 1920 2 sheets-sheet 1 -APL 3; 1923 C. E. DATH RAILWAY DRAFT RIGGING lFiled Sept. 18, 1920- 2 sheets-sheet 2 Patented Apr. 3, 1923.

CHARLES E. DATH, OF CHICAGO, ILLINOIS, ASSIGNOR TO WILLIAM CI-IAZY, NEW YORK.

H. MINES, F

RAILWAY DRAFT RIGGING.

Application filed September 18, 1921).

Chicago, in the county of' Cook and State' of Illinois, have invented a certain new and useful Improvement. in Railway Draft Big? gings, of which the following is afull, clear, concise, and exact description, 4reference being had to the accompanying drawings, forming a part of this specification.

This invention relates to improvements in railway draft riggings.-

In many foreign countries, particularly countries of Europe and Asia, vit has been, and still is, the common practice to employ couplings between cars of the so-called hook type and wherein the coupling has a cylindrical shank at its inner end to which is applied a heavy nut, the latter acting in the manner of a rear follower in coopera-v tion with a draft spring. .if-it the present time, there is going on a gradual transition from the type of coupling above mentioned to the more modernized and efficient automatic type of coupling such as has been standardized in the United States and Canada. Along with the transition in the form of couplings, an effort is being. made to substitute shock absorbing units of the type now universally employed in the United States which are operable in both buff and draft for the older arrangements, wherein separate shock absorbing, units. areemployed, one lfor draft and one or more for buiiing. f The object of myy invention is to provide a simple and economical construction which will permit of the use of either the standardizedautomatic couplers of the American type or the foreign hook type of coupling, interchangeably with a draft gear pro )er of the pull and buff arrangement. l ore specifically, the object of my invent-ion is to provide anarrangement permitting of interchangeable use of automatic couplers and hook couplings .with ,a draft rigging employing a yoke of the key type in connection with a coupler or draw bar. l

In the drawings forming. a partof this specification, Figure l isa vertical longitin dinal sectional view ofa portion of a railway car ofa `type now in use in certain foreign countries showing my improvements in connection therewith. Figure 2 is a horizontal sectional view of the struc- Serial No. l111,317.

ture illustrated in F igurel Aandv corresponding substantially to the line 2 2 thereof.V In both Figures l and 2, a hooktype of coupling is shown in full lines and an automatic ycoupler is indicated'in dotted lines, which more clearly illustratesthe interchangeable features of my improvements. Figure. B is a vertical transverse sectional view corresponding substantially to the line 3 3 of F ig'ure l. And Figure 4 is aldetail perspective of a special member' employed 1n carrying outymyV invention.

In said drawings, the draft sills kare shown as comprising a pair of upper rela` tively shallow channels l0-l0, the effective depth of which is increased by securing thereto angle irons ll-'lll along the bottoms thereof. To the inner faces of the built-up ,draft sills above described are secured two stop castings or cheek plates lQ-vlQ, each of `which is formed with a pair of stop shoulders 13+l3 and an integral upper follower guiding flange 14. The lower follower guiding' flanges l5-l5"are in the nature of detachable straps adapted to be bolted tothe castings l2 as by the bolts It- 16. The shock absorbing unit shown is of the buff1 and draft 'type` and employs a front follower -l7jrear follower 18 and a spring 19. l y v Y Connected withthe `draft gear, I have' shown a yoke of well-known form, the same being of the so-called hooded type.A Said yoke comprisesa U-shaped strap 2O which encircles the shock absorbing unit and a hollow substantially'rectangular Vcast hood 2l, the latter ,having forwardly flaring side walls 22-22 slotted as indicated at 23423 to receive a coupler key 24. The HPPSI and lower walls of the hood 21 are longitudi-k nally slotted, as indicated .at 124, to` receive the forward ends of the arms ofthe strap 20, the arms and the hood beingunited by short rivets .Q-25 placed under double shear, as clearly indicated in Figure l.. At the endv of the car construction,` a 'channel-shaped end sill 2.6-.is-'err1ployedll the same being cut away, asindicatedv at 27, to accommodate the draw bar yor coupler. '-A buiiing platein the form` of an angle-28v is ics also employed and a special form of vdetachable carry iron 29, the latter providing a horizontally Aextending supporting surface indicated at 30. Y. l,

hook type of coupling is indicated at lll.)

3l, the same being constructed as ,now commonly employed in many foreign. countries. Said coupling 3l has cylindrical shank 32, the rear end of which is threaded, as indicated at 33, to adapt it for the reception of a heavy nut in a manner now customary. In carrying out my invention, the shank 32 is preferably notched on its under side, as indicated at 34.-, to accommodate part of the coupler key 24 when the parts are assembled, as s hown in Figures l and In order to provide for a detachable keyY connection between the coupling 3l and the hooded yoke, I employ a spnial member designated generally by the reference A. Said member A has anvelongated main section cylindrical on the top and flat on the bottom, said section having an axially extending circular opening 36 of a size corresponding to the cylindrical shank 32 of the coupling` 8l. At its rear end, the member A is formed with an integral heavy nut 37, the latter being interiorly threaded to cooperate with the threaded section 33 of the coupling shank. The main section 35 of the member A is transversely slotted, as indica-ted at 38, to accommodate the coupler key 24. and it will be ,noted that the opening or slot 38 is at such a level as to bring the upper part of the coupler key 2l partlyT within the longitudinally ,extending opening 36 so as to engage the recessed portion 34 of the coupling shank.

At its forward end `themember A is provided with an extended foot 39 adapted to always engage and slide upon the horizontal surface 30 provided by the carry iron. Said foot 39 is connected to `the main section 353 of the member A by an inclined web 40 and bracing side flanges {ll-ell.

As will be understood by those skilled in the art, the member A is so designed that whenthe coupling 3l is threaded home therein, the hook portion of the coupling 3l will be positioned in its proper position both with regard to height above the rail and lits distance from the end sill of the car. And, `furthermore, the rear end of the member A will normally abut against the front follower 17 when the parts are in their normal or full release position. By forming a nut section 37 on the member A, I facilitate the assembling of the coupling and the member A, since the use of a wrench is thereby permitted. By recessing the coupling shank and lfitting the key therein, as hereinbefore described, rotation of the coupling 3l with respect to the member A is positively prevented.

With the construction hereinbefore described, it is evident that the coupling 31 is detachably associated with the yoke and the draft gear and the coupling may be removed in the same manner that a standard key-slotted automatic coupler is removed.

lextended foot on the member A enables me to maintain the coupling 3l at its proper height while at the same time permitting of the necessary clearance at the end sill and carry iron to accommodate the much heavier shank of an automatic coupler.

I have herein shown and described what I now consider the preferred manner of carrying out the invention but the same is merely illustrative and I contemplate all changes and modifications that come Within the scope of the claims appended hereto.

I claim:

l. In a railway draft rigging, the combination with a hooded yoke; of a coupling having a shank transversely recessed intermediate its ends; an intermediate member disposed within the yoke hood and having a longitudinally extending opening within which said shank is received and provided also with a transversely extending opening; and a key extending through said opening of said member and engaging said shank within said recess of the latter. A

2. In a railway draft rigging, the combination wit-h a hooded yoke having key slots in the side walls of the hood, of a hook coupling having a shank of cylindrical form at its inner end; and devices for operatively detachably connecting the shank of said coupling and hood including a member eX- tending within the hood, means for detachably connecting said shank and member, and a key extending through said member and the slots of the hood at a point forwardly of the connection between said shank and said member. A

3. In a railway draft rigging, the combination with a hooded yoke having key slots in the side walls of the hood; ofa hook coupling having a shank of cylindrical format its inner end; and means for operatively detachably connecting the shank of said coupling and hood including a member tending within the hood to which said shank is detachably connected and avkey extending through said member andthe slots of the hood, said shank having a flattened recessed portion and said key engaging said recessed portion to thereby prevent turning of the coupling with respect to said member.

4:. In a railway draft rigging, the combination with draft sills, carry iron, stop acting means, shock absorbing means proper, and yoke acting means including portions having slots therein to accommodate a horizontally extending coupler key; of a coupler having a shank; a member to which the-inner end of said shank is detachably directly connected, said member having a forwardly loo extended foot engaging and adapted to ride back and forth on said carry iron; and a key extendin through said member and said slots in t e yoke acting means.

5. As an article of manufacture, a transition coupling member adapted to act as an intermediary detachable connector vbetween a slotted hood yoke and a coupler having a head and an integral elongated shank with a threaded portion at the inner end thereof, said threaded portion being disposed inwardly of the end sill structure of the car when the coupler is in operative position and said member being also disposed inwardly of the end sill structure of the car when in operative position, said member having a longitudinally extending opening therein to receive the coupler shank and provided with a threaded section to cooperate with said threaded section of the shank when the coupler and said member are in the positions aforesaid, said member being also transversely slotted' to receive a key for connection with a slotted hood yoke.

6. As an article of manufacture, a member adapted to act as an intermediary detachable connector between a slotted yoke and a coupler having a shank, said member having a longitudinally extending opening adapted to receive said coupler shank and slots to receive a coupler key, said member being provided also with a forwardly extended foot adapted to slidably engage a carry iron.

7. As an article of manufacture, a member adapted to act as an intermediary detachable connector between a slotted 'yoke and a coupler having a threaded shank, said member having a longitudinally extending opening therein to receive the coupler shank and provided with a threaded section to cooperate with the threaded portion of the shank, said member being also transversely slotted to receive a key for connection with the slotted yoke, said member having a forwardly extended foot adapted to slidably engage a carry iron.

8. As an article of manufacture, a member adapted to act as an intermediary detachable connector between a slotted hood yoke and a coupler having a threaded shank,

at a point forwardly of the threaded sec- .I

tion.

9. In a railway draft rigging having draft sills, the combination with Va yoke proper adapted to be disposed between the draft sills and inwardly of the outer ends of the draft sills; of a coupling having a head and an integral shank, the head being disposed outwardly of the ends of the draft sills and the shank extending to a point inwardly of the ends of the draft sills; an intermediate member disposed inwardly of the ends of the draft sills when in operative position; means detachably connecting said shank and said member at a point inwardly of the ends of the draft sills; and means detachably connecting said member and yoke proper ata point inwardly of the ends of the draft sills.

In witness that I claim the foregoing Iv have hereunto subscribed my name this 8th day of Sept., 1920.

CHARLES E. DATH. Witness:

CARRIE GAILING. 

